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WO2002090159A1 - Procede permettant d'immobiliser un vehicule dans une pente et dispositif auxiliaire de demarrage permettant d'immobiliser un vehicule dans une pente - Google Patents

Procede permettant d'immobiliser un vehicule dans une pente et dispositif auxiliaire de demarrage permettant d'immobiliser un vehicule dans une pente Download PDF

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Publication number
WO2002090159A1
WO2002090159A1 PCT/EP2002/004755 EP0204755W WO02090159A1 WO 2002090159 A1 WO2002090159 A1 WO 2002090159A1 EP 0204755 W EP0204755 W EP 0204755W WO 02090159 A1 WO02090159 A1 WO 02090159A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
pressure
brake pressure
holding
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2002/004755
Other languages
German (de)
English (en)
Inventor
Ronald Kley
Rainer Klusemann
Thomas Ewert
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Priority to DE50210647T priority Critical patent/DE50210647D1/de
Priority to EP02730226A priority patent/EP1395475B1/fr
Priority to US10/477,304 priority patent/US20050001481A1/en
Priority to JP2002587259A priority patent/JP4350951B2/ja
Publication of WO2002090159A1 publication Critical patent/WO2002090159A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/50—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having means for controlling the rate at which pressure is reapplied to or released from the brake
    • B60T8/5018—Pressure reapplication using restrictions
    • B60T8/5025—Pressure reapplication using restrictions in hydraulic brake systems
    • B60T8/5037—Pressure reapplication using restrictions in hydraulic brake systems closed systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road

Definitions

  • the invention relates to a method and a starting aid for holding a vehicle on a slope by applying a brake pressure in the wheel brakes of a brake system.
  • Traction help is a comfort-oriented assistance function designed to relieve the driver when starting off on a slope.
  • the driver is assisted when initiating the starting process at a standstill in such a way that the vehicle is braked on a slope and the driver can release a previously actuated braking device in order to start off without the vehicle rolling away in an uncontrolled manner. This bridges the period between releasing a brake and actually starting off.
  • Methods for maintaining the driver's brake pressure are known which actively build up and maintain a brake pressure, a braking torque or a braking force with the aid of an active service brake. This active braking intervention takes place when the activation criteria of a traction help are met.
  • An active brake pressure build-up takes place with a traction help when the vehicle is at a standstill, since the traction help is only activated when the vehicle is at a standstill.
  • Traction aids with brake systems that are equipped with ESP or ASR control have controllable valves and a motor pump unit.
  • the holding brake pressure in these brake systems can be set precisely on the basis of pressure sensors which are assigned to the master brake cylinder.
  • shut-off valves in ASR and ESP brake systems are the isolation valves used there, which, as soon as the activation criteria are fulfilled, must be switched from their de-energized open basic position to their energized closed switching position.
  • the start-up process itself is determined by means of a suitable evaluation of vehicle information and quantified as drive torque, which is transmitted to the drive wheels via the clutch.
  • the starting aid then assists during the starting process by reducing the braking torque in accordance with the driving torque present on the drive wheels. If the driver builds up sufficient drive torque via the clutch on the drive wheels, the traction help reduces this Braking torque to zero until further system activation by the driver is initiated (WO 99/20921).
  • the pressure holding time or traction help support time of these traction aids can be greatly limited in time (e.g. max. A few seconds) if there are leaks in the hydraulic components, such as the valves, pumps and on the master brake cylinder, due to which the holding brake pressure during the traction help support time reduced.
  • control of the brake pressure with active pressure increase must always be provided in order to reliably prevent the vehicle from rolling away on a slope. This would require pressure sensors in both brake circuits. These cause additional costs.
  • the invention has for its object to provide a preferably inexpensive method for maintaining the driver's brake pressure over a longer period of time and a corresponding starting aid.
  • this object is achieved in that the following steps are carried out in a generic method: a) determining what is required for holding
  • Brake pressure (pl) bl) determining a time period dt in accordance with a reduction in the brake pressure, in particular due to leakage of the brake system, from releasing the brake pedal or b2) comparing the determined brake pressure with the actual brake pressure, from releasing the brake pedal and c) increasing the brake pressure in the wheel brakes, by cl) switching on a pressure generator c2) opening the changeover valve c3) controlling at least one valve in such a way that at least the brake pressure (pl, p2) required for holding occurs in the wheel brakes poses.
  • the invention furthermore relates to designing a generic starting aid with a isolating valve so that the isolating valve is designed as an analog or analogized valve and can be controlled via a control current such that it is dependent on a holding brake pressure determined on a slope when the pedal is released after a functional relationship (valve control current (1) / pressure (P)) can be set at least to a brake pressure (pl, p2) lying on the holding brake pressure (pl).
  • valve control current (1) / pressure (P) can be set at least to a brake pressure (pl, p2) lying on the holding brake pressure (pl).
  • Analogized isolating valves work similarly to switching valves, with the difference that the set valve current also sets a pressure difference on the valve that is defined in a tolerance window. If the leakage or the pressure loss over time has now been determined according to the model-based “worst case” calculation, the timing of the control after releasing the brake pedal can be determined. If the hydraulic pump is now switched on to increase the pressure and at the same time the control current of the analog isolating valve is set according to the required hydraulic pressure, then depending on the scatter of the analog isolating valve, the brake pressure applied to the wheel brakes can increase as slightly as possible compared to the desired target brake pressure. In this case, the analogized isolation valve has the function of an adjustable pressure relief valve.
  • an analog or analogized isolation valve as a controllable pressure relief valve in a brake system for vehicles, preferably for carrying out the method with the method steps according to one of claims 1 to 7.
  • the brake system preferably has the function of starting aid and is used as starting aid.
  • the brake pressure which the driver controls via the brake pedal actuation or the brake pressure which is input into the wheel brakes via an external pressure source is detected by a pressure sensor or is estimated using a model.
  • the holding / braking pressure determined via the pressure sensor becomes stored according to the invention in an electrical or electronic memory.
  • a release switch on the brake pedal or the evaluation of the pressure gradient determined by the pressure sensor the release of the brake pedal which is expedient for the method can be detected in order to determine the point in time from which an automatic reduction in the holding brake pressure occurs.
  • the brake pressure reduced in the wheel brakes is increased again within a period of time in the wheel brake that is functionally related to the required holding brake pressure (pl).
  • the method and the starting aid advantageously provide that, during the increase in the brake pressure via the switched-on pressure generator, at least one analog or analogized valve to the holding brake pressure (pl) is controlled so that the brake pressure (pl, p2 ) is on or above the lower valve flow / pressure characteristic and within the deviation specified by a tolerance field of the analog or analog valve.
  • a maximum brake pressure which is set in the wheel brakes can be set in accordance with the upper valve current / pressure characteristic of the tolerance range of the analog or analog valves.
  • the control current / pressure characteristic curve of the analog isolating valve it is advantageous, according to the control current / pressure characteristic curve of the analog isolating valve, to energize the isolating valve before the start-up aid is activated, if the driver is still operating the service brake.
  • the control current is selected below the current / pressure characteristic curve so that the driver does not feel any negative influence of the "closed" isolating valve (for example according to the current / pressure characteristic curve "C" of the analogized isolating valve).
  • the holding brake pressure can be determined in a known manner from the slope of the slope.
  • the holding brake pressure (pl) is determined by means of a pressure sensor which detects the brake pressure introduced by the driver into the wheel brake (s) when holding.
  • the holding brake pressure (pl) is stored in a memory and, when the pedal is released, is compared with brake pressures (p ve r) stored in a table, which represent the brake pressures reduced by the leakage losses, and that the pump is switched on and the analog or the analog isolating valve is set to the holding brake pressure (pl, p2) when the reduced brake pressure (p ver ) has reached a predetermined value.
  • control unit has a timer or counter, that the value of the timer or counter is increased from releasing the brake pedal and that the pump is switched on, the changeover valve is opened and the analog or analogized isolating valve is set to the holding brake pressure (pl , p2) is set when the timer or counter has reached or exceeded a predetermined value (w limit ).
  • the size of the value (w limit ) is expediently specified as a function of the holding brake pressure.
  • the method and the starting aid advantageously do not require any additional pressure signals or pressure sensors for monitoring the wheel pressure level.
  • Fig.l is a hydraulic circuit diagram of the brake system
  • FIG. 2 shows a diagram of the pressure / current characteristic curves of an analogized isolation valve.
  • FIG. 3 shows a diagram of the brake pressure values / control currents of the isolation valves 4 shows a flowchart of the procedural sequence of the starting aid.
  • the brake system has a master cylinder 1 which is connected to a reservoir 2 and can be actuated by a brake pedal 3. Starting from the master cylinder 1 are two brake lines 4 and 5, each of which supplies a brake circuit I or II. At least one brake line 4 has a pressure sensor 27 below the master cylinder 1, which is used to determine a driver's brake request. For example, a brake light switch on the brake pedal 3 is used to determine whether or not the brake pedal 3 is used for braking.
  • the two brake circuits I and II are constructed identically. Your two return pumps 6 and 7 can have a common drive motor.
  • brake circuit I also applies to brake circuit II.
  • the brake line 4 runs via an analogized isolating valve 8, 8 'to the inlet valves 9 and 10 of the wheel brakes 11 and 12.
  • Return lines 13 and 14 lead from the wheel brakes 11 and 12 to a low-pressure accumulator 15.
  • Outlet valves 16 are located in the return lines 13 and 14 and 17.
  • Inlet valves 9, 10 and outlet valves 16, 17 are electromagnetically actuable 2/2-way valves. While the intake valves are open when de-energized, the exhaust valves are closed when de-energized.
  • the low-pressure accumulator 15 is connected via a check valve 18 to the suction side of the return pump 6, which pressure side connects to the brake line 4 between the isolating valve 8, 8 'on the one hand and the inlet valves 9 and 10 on the other.
  • the return pump 6 is self-priming and has a suction line 19 to the brake line 4 between the master cylinder 1 and the analogized isolation valve 8, 8 '.
  • an electromagnetically operated changeover switching valve 20, 20 'inserted It is closed when de-energized and is opened to build up pressure when the return pump 6 has to suck in pressure medium from the reservoir 2 via the brake line 4 and the master cylinder 1.
  • a tachometer 29, 30, 31, 32 is assigned to each wheel of the wheel brakes 11, 12, 23 and 24. These tachometers are used to record the speed of the wheels, that is to say to determine a vehicle reference speed, to recognize the vehicle at a standstill and to detect slippage.
  • the brake circuit division is arbitrary, there may be a diagonal brake circuit division, the brake circuits I being connected to the wheel brakes of the right rear wheel and the left front wheel, while the brake circuit II supplies the wheel brakes of the right front wheel and the left rear wheel.
  • the two-circuit hydraulic brake system I, II works as a starting aid, which is controlled by control signals from the control device 33.
  • the control device 33 contains a memory 34, a counter 37 and a model 35 for calculating the leakage / pressure losses of the hydraulic components 6, 7, 8, 9, 10, 16, 20 over time.
  • FIG. 4 shows, it is determined whether the vehicle is stationary (diamond 50), the slope is recognized (diamond 51) and the driver brakes (diamond 52).
  • the traction help is consequently only activated when the driver has brought his vehicle ready for operation to a standstill with the brake pressure pl required for stopping.
  • the pressure sensor 27 detects the holding brake pressure pl which is stored in the memory 34 and is thus available as the desired holding brake pressure pl.
  • a controllable analog isolating valve 8, 8 ' is arranged, which is normally open in its basic position and blocks the brake lines 4, 5 with respect to the master cylinder 1 in its switching position which is energized with the maximum control current.
  • Each isolating valve 8, 8 ' is bridged by a bypass line with a check valve 21, 22, which opens towards the wheel brakes and thus allows braking when the isolating valve 8, 8' is actuated when the brake pedal is actuated.
  • the control device 33 detects a stop situation detected via the signal of the brake light switch 26 or otherwise.
  • the signals of the stopping situation can also be determined from the signals from the wheel speed sensors 29-32.
  • the slope can be determined in a known manner from the signals 36 of a longitudinal acceleration sensor.
  • the control current 60 is so far below the current / pressure characteristic curve 40 (FIG. 2), that the driver does not feel any negative influence of the partially closed isolating valves 8, but the isolating valves 8, 8 'almost immediately switch off. Can assume the locked position when the release of the brake pedal 3 is detected.
  • step 54 a counter 37 or timer is started in step 54 for the first time upon entry into the control system, until the one shown in diamond 55 is reached Leakage time after the limit value timer ⁇ leakage time is increased. As long as the counter 37 (timer) has not yet reached the value W limit > leakage time, in step 57 the isolating valves 8, 8 'are energized with the maximum control current. They completely shut off the brake lines 4 and 5 from the master brake cylinder.
  • the switching valve 20, 20 ′ is opened in step 56, the pump, for example 6 controlled and the analogized isolation valve 8,8 'with a control current corresponding to the target holding brake pressure (line 40 of Figure 2).
  • the analogized isolation valve 8, 8 'then works as an "adjustable pressure relief valve".
  • the isolating valves 8, 8 'are energized to the maximum at the time T2 when the signal is present that the driver has released the brake and are therefore closed.
  • T3 which is determined based on the model-based calculation of the wheel pressure losses 71 due to leakage
  • a maximum holding brake pressure p2 can be set in the wheel brakes, which is determined by the tolerance field 41 of the valves and is only slightly above the holding brake pressure pl.
  • the holding brake pressure p2 can be set according to the characteristic curve 42. This can be done, for example, by a value assigned to the control current 45 (FIG. 2) or according to a functional relationship.
  • the query of FIG. 4 is run through at a clock rate until the brake pressure at time T5 is set to the holding brake pressure p2. If the counter 37 reaches or exceeds the value W limit , in step 59 the counter 37 is reset, the pump 6, 7 is switched off, the isolating valves 8, 8 'are supplied with the maximum control current and are therefore closed, as shown in FIG. 1, and the switchover valve is de-energized and thus closed.
  • the pressure losses can advantageously be determined by leakage of the hydraulic components according to empirical specifications or model-based calculation. Using a time function of the holding brake pressure or a comparison between the holding brake pressure and the brake pressures read from a table and reducing the pressure losses, a differential brake pressure can be determined by which the holding brake pressure must be readjusted. This means that the start-up aid can also be supported with standard ESP hydraulics without additional pressure sensors for longer times, in the minutes range. Automated holding of the vehicle by means of an electric parking brake is also possible with the longer time pressure / vehicle holding. For example, after a pressure hold time of more than 3 minutes (traffic lights are shorter), the electric parking brake can be activated automatically.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electromagnetism (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé permettant d'immobiliser un véhicule dans une pente par application d'une pression de freinage dans les freins sur roues et un dispositif auxiliaire de démarrage. Ce procédé consiste a) à déterminer la pression de freinage (p1) nécessaire à l'immobilisation ; b1) à déterminer un temps dt d'après une baisse de la pression de freinage, notamment due à une fuite du système de freinage, à partir du relâchement de la pédale de frein (3) ou b2) à comparer la pression de freinage calculée avec la pression de freinage effective, à partir du relâchement de la pédale de frein (3) et c) à augmenter la pression de freinage dans les freins sur roues, par c1) la mise en marche d'un générateur de pression (6, 7) c2) l'ouverture de la valve de commutation (20, 20') et c3) la commande d'une soupape (8, 8') de telle manière qu'au moins la pression de freinage (p1, p2) nécessaire à l'immobilisation soit réglée dans les freins sur roues.
PCT/EP2002/004755 2001-05-09 2002-04-30 Procede permettant d'immobiliser un vehicule dans une pente et dispositif auxiliaire de demarrage permettant d'immobiliser un vehicule dans une pente Ceased WO2002090159A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE50210647T DE50210647D1 (de) 2001-05-09 2002-04-30 Verfahren zum halten eines fahrzeugs an einem hang und anfahrhilfe zum halten eines fahrzeugs an einem hang
EP02730226A EP1395475B1 (fr) 2001-05-09 2002-04-30 Procede permettant d'immobiliser un vehicule dans une pente et dispositif auxiliaire de demarrage permettant d'immobiliser un vehicule dans une pente
US10/477,304 US20050001481A1 (en) 2001-05-09 2002-04-30 Method for holding a vehicle on an incline and starting traction control for holding a vehicle on an incline
JP2002587259A JP4350951B2 (ja) 2001-05-09 2002-04-30 斜面で車両を保持する方法と斜面で車両を保持する発進アシスト

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10122580.6 2001-05-09
DE10122580 2001-05-09

Publications (1)

Publication Number Publication Date
WO2002090159A1 true WO2002090159A1 (fr) 2002-11-14

Family

ID=7684194

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2002/004755 Ceased WO2002090159A1 (fr) 2001-05-09 2002-04-30 Procede permettant d'immobiliser un vehicule dans une pente et dispositif auxiliaire de demarrage permettant d'immobiliser un vehicule dans une pente

Country Status (5)

Country Link
US (1) US20050001481A1 (fr)
EP (1) EP1395475B1 (fr)
JP (1) JP4350951B2 (fr)
DE (1) DE50210647D1 (fr)
WO (1) WO2002090159A1 (fr)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003068574A1 (fr) * 2002-02-14 2003-08-21 Continental Teves Ag & Co. Ohg Procede pour regler une pression de freinage donnee variable
EP1424253A1 (fr) * 2002-11-26 2004-06-02 Nissin Kogyo Co., Ltd. Dispositif de retenue de pression de fluide de freinage pour véhicules
WO2004045897A1 (fr) * 2002-11-16 2004-06-03 Continental Teves Ag & Co. Ohg Procede et dispositif de regulation d'un systeme de freinage de vehicule
EP1442951A1 (fr) * 2003-01-29 2004-08-04 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Méthode et dispositif de contrôle d'une système de freinage
EP1459950A1 (fr) * 2003-03-19 2004-09-22 Advics Co., Ltd. Dispositif de commande de pression de freinage dans un système de freinage
EP1502833A1 (fr) * 2003-07-23 2005-02-02 Transtron Inc. dispositif de retenue de pression de fluide de freinage
WO2005120916A1 (fr) 2004-06-10 2005-12-22 Hitachi Construction Machinery Co., Ltd. Dispositif de contrôle de véhicule de travail
WO2007062978A1 (fr) * 2005-11-29 2007-06-07 Robert Bosch Gmbh Procede et dispositif permettant d'executer une fonction de maintien a l'arret d'un vehicule automobile
EP1795416A1 (fr) * 2005-11-11 2007-06-13 Toyota Jidosha Kabushiki Kaisha Dispositif et procédé de contrôle de freinage
WO2009109254A1 (fr) * 2008-03-03 2009-09-11 Robert Bosch Gmbh Procédé et dispositif de commande d’une soupape d’inversion dans le cadre d’une fonction « hill hold »
CN108162944A (zh) * 2016-12-07 2018-06-15 现代自动车株式会社 用于控制车辆的自动驻车的系统
CN112424039A (zh) * 2018-07-18 2021-02-26 西马格特宝有限责任公司 用于安装在液压的或者气动的制动系统中的限压组件
DE102010031673B4 (de) 2010-07-22 2023-03-30 Robert Bosch Gmbh Verfahren zum automatischen Halten eines Fahrzeugs im Stillstand

Families Citing this family (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003285726A (ja) * 2002-03-26 2003-10-07 Robert Bosch Gmbh 車輪ブレーキに作用するブレーキ圧力の制御方法およびブレーキ装置
WO2004089713A1 (fr) * 2003-04-08 2004-10-21 Continental Teves Ag & Co. Ohg Procede pour faire fonctionner un systeme de freinage hydraulique a fonction de freinage de stationnement integree sur des vehicules
DE10351026B3 (de) * 2003-10-31 2005-06-30 Lucas Automotive Gmbh Verfahren zum Stabilisieren eines in Stillstand abgebremsten Kraftfahrzeugs und Bremssystem zum Ausführen des Verfahrens
DE102004025402B4 (de) * 2004-05-24 2006-05-11 Lucas Automotive Gmbh Verfahren zum Bremsen eines Fahrzeugs mittels einer fluidisch ansteuerbaren Fahrzeugbremsanlage und Fahrzeugbremsanlage
DE102005059937A1 (de) * 2004-12-21 2006-07-13 Continental Teves Ag & Co. Ohg Verfahren zum Betrieb einer hydraulischen Bremsanlage für Kraftfahrzeuge
JP4552720B2 (ja) * 2005-03-25 2010-09-29 株式会社アドヴィックス 車両用ブレーキ液圧制御装置
DE102005060321A1 (de) * 2005-12-16 2007-06-21 Robert Bosch Gmbh Verfahren und Vorrichtung zur reduzierbaren Erzeugung eines vorgebbaren Enddrucks in einer Bremsanlage
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US20050001481A1 (en) 2005-01-06
DE50210647D1 (de) 2007-09-20
JP2004525026A (ja) 2004-08-19

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